Air-brake apparatus



D. H. sHwEYER- IAIR BRAKE APPARATUS Filed nec. 2s, 1924 Jan. 6, 1931 35 in elevation.

y Patented Jan. 6, 1931 y DANIEL HERBERT Yseguirli?uit,

or nAys'froiv, riENNsYLvANKIA fisirmnnzikn AEPPARATU'S Appiiatin sied De'cemgeifze, i924. seriaiNo. 758,206.

`The present invention relates tojtrain con-- trol systems, and more vparticular-lyv to yair y brake apparatus for automatically .controle ling the air brake system of ar train to'effect e applications of thebrakes thereon, and 'the' primary object of this'iiivention is the provision in such anapparatus ofmcans whereby the extent or amount of reductionlofpressure in the brake pipe of the system isfr'egulatedle and controlled whenan automatic applicationis effected under certain conditions. t rlhis invention is in line withthe appa@ ratus disclosed in my Patent No.1-`1,389,602, granted Sept. 6,1921, ,althoughthe'invenl tion can be used with other similar` apparatus forv which it is suited. In'such apparatus,4 under caution or service brake application conditions, the extent or `amount of reduction'- of pressure in the brake pipe is limited,"and

in the present apparatus the amount-0r e-X'- tent of reduction of brake be adjusted or regulated. t l

With the foregoing and other objects `in. view, which will beapparent as .the descrip' tion proceeds,-the invention'` residesin the construction and arrangement fof parts,as hereinafter describedand claimed, it being understood that rchang'fes can bemade withinv tliescope of what is claimed, without depart-rv SJ ing from the spirit oftheinventionr The invention is illustrated? in the accompanying drawing, wherein the Iigurepisja diagrammatical view of the apparatus'fportions being shown viii sect-ion 'fand portionsv pipepressure Inay The present apparatus, in constructionand operation, is substantially "the .same `asjthat disclosed in the aforesaid patent,'lcorresp0n`d reference characters lbeingA f used inthe i 7 drawings, and suclidevices and parts of' the apparatus shown in said patent lwhich are l not material toV an :understandi ngof! the pres ont invention, have been oniitteclfherei1i,an'd the showing has also been siniplifiiedl other l' respects; y

The present air brake equipmentor appa-A ratus usestlie main reservoir 1 of the air brakev system of the train or vehicle, from 'wliiclif reservoir the air supply 'pipe 2 leadsto the" engineers brake valve Whiclnas well known,

"1 the pipes 2 ,and 27,v and when the vplug 11 is turned-further to danger or emergency posi-l tiontliepa'ssage 13 of the plug 11 connects the pipe 92 with. a port 10 opening into the 1 will hereinafter-incre'fully appear.

j ing Iavalve casing 28 `connected thereto, and a piston works in said cylinder and has a stein 26 connectedl to a valve 82 slidable in the lT otnterend of the cylinder is operated iiorsupplying'air from the main reservoir Vinto thebr'ake pipe, or for bleeding the airfroiii the brake pipe to atmosphere, for releasing and applying the brakes, respectively,y -The connection between the brake valve 5 and the brake pipe is not shown, butsaine is well-understood in the art.

y Aniain control valve 3 is provided which provides for, in its different positions, clear,

oautioinand danger conditions.y A caution condition, for purposes of the present invention, is synonymous with a service brake application, anda'danger condition is, forpurposes of the 'present invention, synonymous with an emergency brake application. f

'1 .The rcontrol valve k3 is a duplex valve, and comprises a cylindrical casing 4; in which a turn plug 11 is rotatable, and the pipe 2 and' pipes'27 and 92 are. connected to said casing. The plug 11 has an arm or lever 16 for turning the 'plug to clear, cautionor service and danger oreniergency positions, and said arm may be operated by any suitable mechanism, such` for example, as shown inthe aforesaid patent, the manner of or means for controlling the valve 3 forming no part of the present invention. l/Vhen the plug 11 is in clear position a passage 12 therein registers with a.

iport 15 opening into tlie atmosphere and a 1 branch passage 14 kof the passage 12 registers so with vthe pipe'27 thereby connecting said pipe vwith the'atinospliere. When the plug 11 is turned to caution or service position the passage' '12. establishes communication. between atniospheref'ior bleeding the brake pipe, as

v1p1/caution or service valve device is pro.-V

vided to'cliange connections between some of thepipes 'or passages under caution conditions. This device includes a cylinder 24 liavcasing 28.. i Thepipe 2'? `is connected to the 4,'so that the air is discharged .from asi@ legit.

iden through 13@ 10Q this position of the valve 32a cavity 31theref` of establishes communication between *pipes or fsa-ssa Oes 76 and 8O the ai e or i e 75 i .1p passais. communicating with the chamber29, ll/When the vvalve 3 is in lcautionposition so 'thatl'ai-r" flews from the pipe 2 through the passage l2: and pipe 27 into the cylinder 24, fthepiston and valve 32 are movedtowardY the left, so that a cavity 49 in the valve 32 establishes commimicat'ion between the V'pipes 1:13 .and

. l118 ,and,'in this pe'sitionoffsaid valve,the cavity 31connects the pipes 40 andSOythepas or p1pe'76 being closed.

'It will therefore be ap arent ith'atftheiposition ofthe caution valve 32j will vdepend upon the position vof the control valve 3, Vthe valve 32 being' at the rightor normal position when the valve 3 is in clear position, and the valve 32 being at the left orcaution :position when the4 valve 3 is in caution position.

YComplementing and'cooperable lwith the caution valve device; is `a speed controlled valve device Vofv similar construction, andl comprising a cylinder 36 having Va valve ca-singV 34 united therewith. A piston `or diaphragm 37'worlrs in the cylinder`36 and has a stem 38thV which a valve 351is connected, 'said valve slidingin the casing 34. The position e ,of the piston 37 and valve 3.5V -is controlled by the speed of the train or vehicle, aswill hereinafter more fullyrappfea-r. The pipes 40 and 118'which are connectedtothe.casing 28 are also connectedV to the casing 34, as well" aspipes 41,89, V115, 11.5"and 119'. The pipe 119 is alwaysV in communication with the chamber 77 of the cylinder 36andcasing`34,V and the casing 34 has ports 44 an'd'SO openk ino' into the atmosphere. `lVhenV the valve is. in Vits right or'low .speed positionpit closes the pipes 40 and 115, andthe pipes 89'and118'are in communication 'withoneV another and with the v'cliafmber 77 and pipe 119,. In this position ofthe valve35, cavities 47 "and 48 of said valveconnect the pipes V115 and 41 with the ports:l 44 yand 80, vrespectively. When the valve 35v is moved to "theleEt or `high 'speed position, the pipes 8 9and118V and ports 44 '30, areljcloseld, arid' the cavities 47 and48 new connect*thefpipesf115 and 115 and the pipes 40 and 41respectivelfy;

governor operated valve51 is provided to lcontrolthe speedV control-led valve device,

and'includes av casing 52 having the cham- 'bers 54 and 55 andan exhaust port 60 -leading to the atmosphere: The'pipe' 109'connects the pipe 57connects the chamber 55 :and the outerV endof the cylinderf36. valvevmemberis slidable ini the-casing 52ka-ndis operated by aV centrifugal governor 61 which is geared, as at G', in anysuitable manner with an axle A or other part of the train or vehicle which VVmoves in proportion to the speed of the train, whereby the valve member 58 is positioned rEhe Vval-ve member 58has a passage 59 that is alaccordingV to the Vspeed of the train.

waysi-nyeommunication with the chamber 55,

Aand .which communicates with the port GO when the valvepmember 58 is raised and which communicates'wi'thf-'the chamber 54 when the valve memher is moved downwardly'. Said valve member 1s controlled by the governor esoiastohe raisedwhenthe train is travelling `below a predeterminedv maximum caution or service; ispeed, :Qfrsay twenty to; thirty miles Ypemihonr,ide-pending on'the adj ustment of the governor. isuchxspeed is exceeded the valvermemher. 58ris moveddo-wnwardly to disconneet'fthechamber55 jandportgt() and to then fcennectthe. chambers '54 and 55.l Consequently, underflow? speed, that is, below lthe aforesaid-predetermined speed, the valve member risfraised and Vfair in the :cylinder 3.6.1canfescapeqth1'ough the ,pi-pe 57,. chamber E' 55, passage A.59;a-nd portzO-.tof-the atmosphere, sont-.hat the-piston V317 iand Vvalve 35 will move to;1the. rightor-Cl-ow speed position. Under highf speed, that ris, withthe train travelling :abcfxve a{theaforesaid speed, the valve member-'158; is' moved to disconnect the port 60 chamber Y55,y so that .-the `passage 59snewconnectsthechambersgli kanc 55. 'I lh'eaai'r from thev anain reservoir then iows throu-ghthelpipe .2, pipe 109, .chamber 54, passage'-:5,9,-;chamber-55iamdpipe 57 into the cylinder 36, therebvmovingjthe piston 37 and Nalveto-the-leftorhigh speed position.; :Y f

Alpechaiiging valvedevice is provided for controlling the,v recharging Y of the Abrake pipe under cetainccenditions', vas will hereinafter more f'ullly .-appear. `This'valvedevice 67 includes-#ga valve casing '68 having a valve seat 69 thereinfforfa ,valve member 70 carried by 'astem '71fconnected to a'piston-72 working irr a-cylinder 73;l Aftubularadjustinglscrew 74isthreadedithroughfone end of the cylin- ,der 7:3fa'ndthe'fstem-- 71 slides through said screw. `A coiled wire expansion'A spring 75 is confined; betweenfthe adjusting screw 74 andjplston 72- to'urge the valve member 70 topepengposition whenthe pressure vof air against the. .pistonf72 .falls below, ay predeter- Vmined zmicllrltj. The f pipe 113 ,isv connected e pipes 11-3\and '1114, A pipe 120 connects the cha'lmber andthe air'supplyjpipev 2, andra j isfomnall-y suiiicient toimove the "piston 7 2 andxcloseji'hez vazlvemernberz.- The pressure low vthe piston `Will lresultin the valveK 951be-` Ving closed.y ,c

f .While running under .these conditions thel valve 35 may be in either low speedgorjhig'h; speed' position, dependingupon the speed-of travel of the train, but this does not aifect .the apparatus excepting under caution Vorservice conditions@ L y l f" lUnder caution or servicebrake application.` conditions the valve 3 is in 'caution orY service position With the passage 12 establishing com-l munication between the pipes 2 and 27,.'so that air iioWs from the main y'reservoir into theV cylinder 24C and the main reservoir pressure o acting against the Vpiston 25 overcomes fthe brake pipe pressure from vthe opposite sidef of the piston, thereby moving .the pistonY 251 and valveY 32 toward the'lettn so that the cavities 31 and 9 connect' the .pipes'Oia'nd 80 andthe pipes 113and 118, respectively;V If

d the trainistravelling atflow speed`,-.as herei vapplication ofthe brakes.. However, 'shouldv sf sion reservoir '9O isffesta'blishedby v* y l the pipe 87, liole or port 88T of checkvailve, Y88, pipe 80., cavity 31, pipe 10, vcavity48,'and pipe 41. The airfiovving;slowlyfroin the' inbefore. mentioned, with thevalveniember 58 raised so that'air ronitheecylinder 36 discharges to the atmosphereby Way of the pipe 57, chamber 5,5,.passage 59 and port G0, the valve` is 'at the right for *low* 'speed position, and nothing. happens to eiiiectvthe the` speed ot the-train exceed the maximum predetermined speed iforcaution or service conditions, the valve member 58 being moved downwardlyso that the passage 59v connects Ythe chambers 54 vandl 55, will vpermit air toA flow from the main reservoir through" the pipes'f2r and .109, chamber ,54, passagef59, Y chamber 55 and pipe 57 Ainto the cylinder 3G, whereby the main reservoir pressure.; acting against the-piston 3'.7 Will overcomethe brake pipe pressure at the opposite side 'of the pis- 1, ton, to move the valve 35` to the leftorhighl speedpositicn. 4.Air Willthen flowinimediatelyfrom the pipe 2T .through the pipe 115,

cavity 47,'and pipev 115 into the cylinder`134;

to nieve the piston 135y and v c lo-se thel valve 1,37, thereby taking aivay'main'reservoir pressure from the brake valvey 5', so that the brakes Y cannot be released by theengineer under these conditions;Y Furthermore., vcommunieationbe` tween the auxiliary reservoir 86 reservoir 86' to the reservoir 90 `:('re'tarded'by vfrom the brake pipe 121by vvayrofy the pipe 91 and-1201i wiithefeby. applying thefbrekee? gf aiually, Withfaservice application."Y As soon asthe `brake pipe pressure nhas been .reduceda predetermined amount, depending upon the amountkof reduction in the reservoir 986 -andrupper portionof the cylinder 83, the

pressures in thecylinder orchamber83 above andgbelow thepistonSLare equalized or balance'd, and the'piston 84 is then moved down- Wardly -tofseat the valve member'95 overthe 'po1t;96'.:; Thisl arrestsV or stops the further lbleeding ofzairffrom the brake pipe tothe atmosphere. f-The lpartial application of the brakes, resulting from thelimited reduction in` brake pipe-pressure, will retard the train,

:andfv'vhen the speed has been .reduced below the predetermined maximum caution or *serv-I ice speed, the value member58'is again raised `so thatair'from. the cylinder 36 escapes to theatm'osphere,.whereby brake pipe pressure in thechainber 77 Willmove the piston n y and 1valve35 to the right Vor lowspeed position,- Air in the reservoir discharges to` the atmosphere by Way of the pipe 41, cavity i8 and1port80, and air discharges from cylinder V134 by Wayrof the pipe 115, cavity 47 and PO opened.

rt 4:11, so that the valve` 137l is'again- If there has bleenla suicient reduction lin brake pipepressure so that the spring 75 as-" serts itself to move the pistonv 2 y'and open thefvalvegmembermthe brake pipe 121 and reservoir 86 will be recharged by air flowingV from vthe pipe2throughthe passage12 of the valve 3, pipe 27, pipe 114:, valve casing G8, :pipe 113, .cavity 49 With valve 32 in left orlcautionr position, pipeV 118,A chamber 77 `and`pipe119 ltobrake pipe 121, andralso from chamber .77 through pipes 89 and 87 into the 'auxiliary reservoir 8 6. Y As soon as the pres i surevis increased suiiiciently so that the brake pipe pressure against .the'piston 7 2`closesthe Yvalve 70,'the flow of air from the pipe 2 to the Alvlfake `pipe 121 andfreservoirrSGis stopped by theclosing of the valve member 70. Y

'Slioiilld`Qtheallotted speed again be exceeded,lthe 'valve'jibeing moved tothe leftVV or highspleed A1: osition,g.with the valver 32in left-or `caution,position,.will result in the brakefpipe'pressurel again beingreduced owing to the flovv.y of airV from the reservoir 86 into thereservoir 90, as 'hereinbeiore explained, this reduction in brakepipe'pres-- i Y sure being accomplished Whenever. exceeding the speed under Vcautionor servicecon- Under fdang'er or' emergency, conditions, with the rvalve?) in dangerV or emergency posift/ion, 'thefpafs'sage 13 opens Vthelpipe 92to the atmosphere so that'air bleeds r'om'the brake l' l pip'e121gthough'the pipe 92, lpassag'e13 and portlwOQintolthe atmosphere, Vthereby providing anfemergeiicy application ofthe brakes.v l Thisprovides-fan.'application of the brakes Y thresaine'a'sf'iivhen. the'brake vvalve 5Y is operated to ppen thefbrake pipe to the atmosphere.

1 rasante The valve 3 thus provides an emergency brake valve so far as the passage 13 thereof is concerned, while the valve 95 provides a brakeA valve for caution or service conditions, for

discharging air from the brake pipe to the atmosphere.

The operation asA hereinbefore described adjusting screw 301 threaded through the upper end of the cylinder 83, so that said spring urges the piston 84 and valve 95 downwardly with a force depending` on the adjustment of the screw 301. Accordingly, the spring-300 assists air pressure above the pistonfin moving the piston downwardly and closing the valve 95 against brake pipe pressure underneath the piston, under clear conditions.`

'When the reservoirs 86 and 90 are connected lunder caution or service conditions, as aforesaid, so that air flows from the reservoir 86 into the reservoir 90, the reduction in pres-- sure above the piston 84 will enable the pis- Y ton 84 to be raised by brake pipev pressure from underneath when the brake pipe pressure below the piston overcomes the reduced pressure above the piston and pressure of the spring 300, permitting the air to escape from the brake pipe to the atmosphere until the brake pipe pressure has been so reduced, according to the adjustment of the spring 300, that the brake pipeV pressure is slightly less than the pressure above the piston 84 conibined with the pressure of the spring 300. 'i`he.valve 95 is then closed, and it will be apparent that the particular reduced brake pipe pressure at which the valve 95 closes depends upon the adjustment of the screw 301 or. equivalent means.

Also, to adjust or regulate the Vamount of reduction in brake pipe pressure under caution conditions, the capacity of the reservoir 86 made adjustable by means of a piston 302 working in said reservoir, which may be adjusted by means of an adjusting screw 303 screw-threaded through one end of said reservoir. The reservoir has a port 304 at that side of the piston or partition 302 opposite to the pipes 85 and 87, to permit the piston to be adjusted. It is apparent that when the storl age chamber of the reservoir 86 is increased in size or volume, as compared with the reservoir 90, there will not be so great a reduction in pressure in the reservoir 86 and cylinder 83 above the piston 84 as when the capacity of the reservoir 86 is smaller with reference to the ref; rvoir 90. In other words, the Greater the amount of air that can be stored Voir 90, the less will be the reduction in presin the reservoir 86, with reference to the resersurefabovethe piston; 8.4 when the resenvoirs 8 6, and; 9,0, are;connectedI ashereinbeifore described. @onsequentlby adj ust-ing the. pis'- ton. 302lit is: possible to,.reg ulate the amount of reductionin pressure above the piston 84,

which-."will co.rr/espondinglyy regulate,- the amount of reduction of brake. pipe pressure under, cautioiiconditions.. rlhe .spring 300 kandpiston30:2.may'looth be adjustedior regulating theaniount ofbralre pipe. pressure rebe adjusted.

diiction, oreithenthe spring or` piston. may

The spring/ A300 anchadjusting.y screwI 301 correspondt'o. the, spring 75 andadjusting screw. 7.4. ot they piston'. 72,. exceptingA that the springx300is used. to, closethe valve^95 4while the spring.opensw the valveffmeinber liereinbeforev mentioned rthe relative sizes koncapacities ofthereservoirs. 86 and.. 90 lcontrolthetamount .of reduction in bralrepipe pressure, so..A that by adjusting the relative capacities ofthe'reservoirs it is a simple mat'-Y tento? adjustorregulate the amount oi'bralre pipefpressurerediiction.

f `Tlie gist. of-tliiefpresentinvention, thereiforeifas compared .with the apparatus disycliisediiitlie aforesaidpatent, o1: similar apparatusl,. lies in the, use/ of., the adjustable springvl means 300%301`, or. thegadjustablepiston, 302,'. or botlnwhe'reby. the amount of bralre pipe, fp ressure. reduction under vcaution .Y or vsimilar conditionsmay. beregulated andadjiisted'. j-conve'niently., fV'arious vadjustabli-z s ,piin "*means-- for" the piston 84 'can be used andlitisalsolpossibleto,usevarious means, for

ico

increasing andldecreasing-the capacityof` one oflthe'rreservoirs 86 and 901 f y The.V airi c lriainberv otithereservoirf 86 is in fact a continuation of: the air chamber inthe casing183 abovethe piston 84, so thatfthe reser- Voirl 86 Vmayibecombined either directly or indirectly with the casing 83.V Thus. the air space of the casing 83 above the piston 84 can be rendered adjustable by a separate reservoir 86, or by any other suitable means.

VHaving thus described the invention, what is claimed as new is 1. A train brake control apparatus comprisingavalve controlling an exhaust port. a fluid operated device for operating the said valve', aport for admitting fluid at brake pipe pressure to one side of said device, a second valve for controlling the admission of fluid at brake pipe pressure to theY opposite side of said device, a second fluid operated device for operating` the second valve, and means for admitting fluid at brake pipe and reservoir pressures respectively onto opposite sides of said second device.

2. A train brake control apparatus ycomprising a casing, a valve therein controlling an axhaust port, a pneumatic device therein for operating the said valve, a port in said casing for admitting fluid at brake pipe pressure to one side of said device, a second Valve for lill ` controllingithe admission of Huid at brake l pipe pressure to the opposite side ofsaid device, a second pneumatic device for operating the second valve, andmeans foradmitting fluid at brake pipe and reservoir presf spring acting against the rstnamed means sures respectively onto 'opposite sides of said second pneumatic device.

'3. In a train control apparatus, in combinationfwith the brake-pipe of an air brake system, a valvefor lopening the brake pipe to exhaust toeffect a'n application'of the brakes, 'Y Y 5 means operated by brake pipe pressurefor opening said valve,'a'nd means for' normally resisting the movement of said means by brakepipepressure and o aerable for release -Y ing the' lirstnamed means for movement by brake pipe 'pressure to open said valve, the lastnamedmeans having an adjustable spring -Y acting'againstfbrake pipe pressurefor auto- 'l maticavlly closing .said valve after Va prefdetermined lreduction of pressure Avin said *brakepipe v In atrain control apparatus, in combination with thebrakepipe of an air brakev system, a valve for opening the brakepipe to exhaust to ei'ect an application of the brakes, meansoperated by brake'pipe pressure for openingvsaid valve, air pressure Ymeans, connected with the irstnamed means to resist `the opening of said valve and including valve means adapted lto be opened to reduce the Ypressure in the se'condnamed means to permit said valvefto open, and an adjustable forautomatically closing said valve after a predetermined reduction ofpressurein said brake pipe. -v Y '.1 In testimony whereof I hereunto aix my signature. A

DANIEL r'IEEBEET SCHWEYER.` f 

